Automatic transmission



May 4, 1943- cs. scHWARzBAcl-l 2,318,186

Y AUTOMATIC TRANSMISSION Filed Jan. 3, 1942 2 Sheets-Sheet l .llullllnnyulliilln May 4, 1943- G. scHWARzBAcH AUTOMATIC TRANSMISSION 2 Sheets-Sheet 2 Filed Jan. 3, 1942 Patented May 4, 1943 UNITED STATES PATENT OFFICE AUTOMATIC TRANSMISSION George Schwanbach, Brooklyn, N. Y.

Application January 3, 1942, Serial No. 425,496

(o1. 'zi-293) 16 Claims.

This invention relates to automatic transmissions for vehicles and more particularly to a transmission gearing having hydraulic mechanism arranged to effect an infinite variation in driving ratios.

An object of the present 'invention is to provide a novel and improved transmission of the type above indicated.

Another object is to provide a transmission of the above type in which iiuid pressure is utilized for controlling the driving ratio.

Another object is to provide a transmission of the above type in which the driving ratio is automatically varied in accordance with the power requirements.

.Another object is to provide a transmission of the above type which may be controlled manually or automatically.

Another object is to provide a transmission of the above type having a selective free-wheeling control and a manually controlled reversing mechanism.

Another object'is to provide a transmission of the above type suited to commercial production and operation. f

Various other objects and advantages will be apparent as the nature of the invention is more fully disclosed.

The invention will be better understood by referring to the following description, taken in connection with the accompanying drawings in which a specic embodiment thereof has been set forth for purposes of illustration.

In the drawings,

Fig. 1 is a longitudinal section through a transmission embodying the present invention;

Fig. 2 is an enlarged sectional view of a portion of the mechanism of Fig. 1 showing the transmission in reverse position;

Fig. 3 is a transverse section taken on the line y 3 3 of Fig. 1 showing the gear pump;

Fig. 4 is a partial transverse section taken on the line 4-4 of Fig. 2;

Fig. 5 is a partial detail view illustrating a different embodiment of the invention; and

Fig. 6 is a partial section showing a different type of valve to be used in the transmission of Fig. 1.

Referring to the drawings more in detail, the transmission is shown as comprising a stationary housing Illhaving a front bearing II and a rear bearing I2 in which a rotatable housing I4 is journalled. The rotatable housing AI4 comprises a front plate I5 having an elongated hub portion I6 and terminating in a bearing member I1, a

central cylindrical section I8 secured to the front plate I5 by bolts I94 and a rear cylindrical section 2|] secured to the central cylindrical section I8 by bolts 2| and having a rear bearing member 22. The sections I8 and 20 have contiguous end walls 25 and 26 respectively forming a gear chamber to be described.

A driving shaft is .journalled in the bearing member I1 ofthe rotating housing I4, extends through the hub portion I6 and the cylindrical section I8 and is journalled at its free end by bearings 3l and.32 in the end walls 25 and 26. The shaft 30 carries a sun gear 33 which is mounted in a gear chamber 34 (Fig. 3) formed in the end wall 26. A planet gear 35 is also mounted in the gear chamber 34 on a shaft 36 which is journalled in bearings 31 and 38 in the walls 26 and 21 respectively and extends through the rear bearing member 22 of the rotating housing I4 to a universal joint 40. The universal joint is connected to a propeller shaft 4I which is journalled in a housing 42 having an adjustable spherical bearing member 43 mounted in a bracket 44 carried by the stationary housing I Il. The adjustable bearing permits the angular position of the propeller shaft to vary according to lconditions of use. The mechanism thus far described constitutes a planetary-transmission, the driving ratio of which is determined by the speed of rotation of the rotating housing I4 with respeci; to the sun gear 33. l

The gear chamber 34 is divided by the gears 33 and 35 into a pair of chambers 34a. and 34h, the flow of fluid between which is controlled by the rotation of the gears 33 and 35'acting as a gear pump. The chamber 34a is provided with an inlet port and a valve seat 5I having a port 52 communicating therewith. The port 52 is closed by a spring actuated valve 53 which is normally held by spring 54 against the seat 5I and serves as a combined relief and pressure control valve. The valve 53 is provided with a stern 55 which extends through a supporting member 56 and is actuated by a sleeve 51 to be described.

The chamber 34h is provided with an outlet port 60 which is normally closed by a valve 6| engaging a valve seat 62 and is held in closed position by a spring 63. The valve 6I is provided with a stem 64 which extends through the head 65 of a sleeve 66. The head 65 is slidable in a Y cylinder 10 communicating with the port 60 and provided with an aperture 1| through which fluid passes to the interior of the, rotating housing I4.

The stem 64 is provided with a head 12 slidable in the sleeve 66.

The sleeve 68 and the sleeve 51 are actuated by a lever 15 to which they are connected by pins 16 and 11 engaging slots 18 and 1 9 respectively in said lever. The lever 15 is pivoted at' 19 to a bracket'80 attached to the front plate I5. The free end of the lever 15 is connected by a pin 82, operating in a slot 83 in said lever, to a rod 84 which extends through a bushing 85 in the front plate I5 and is attached to a collar 86 which is mounted for sliding movement axially on the hub I6 to which it is keyed by a key 81 against relative rotational movement.- The collar 86 is actuated by a hand lever 90 which is pivoted at 9| to a bracket 92 attached to the stationary housing I and is provided at its end with a yoke 93 having pins 94 engaging an annular channel 95 in the collar 86. The lever` 80 extends to the outside of the housing |0 into an accessible position for manual operation and may be provided with a manually operated latch 96 engaging recesses 91a to 91d in an arcuate segment 98 to hold the lever in selected positions, to be described. A spring 99 extends between the lever 90 and a lever 99a actuated by a linkage (not shown) from the throttle or accelerator of the engine.

For manually actuating the valve 53 independently of the lever 90 there is provided a lever |00 pivoted at I0| to the bracket 80 and attached by a link |02 to a collar I 03. The link |02 extends through a bushing |04 in the front plate I5. The collar |03 is mounted for slidable axial movement on a sleeve |05 which is formed as a part of the front plate I5. A manual lever |06 pivoted at |01 to a bracket |08 attached to the xed housing I0 is provided with a yoke |09 having pins I0 which engage an arcuate slot II in the collar |03 for actuating the same. The lever |06 extends through the stationary lhousing I0 to` an accessible position. The lever |00 is adapted to engage the end of a pin ||2 which is formed as a part of or attached to the sleeve 51.

For obtaining a direct drive when desired, a sleeve |20 is keyed to the shaft 30 by a key |2| and is adapted for axial movement thereon. The sleeve |20 is provided at its end with a set of clutch teeth |22 which are adapted to engage a similar set of teeth |23 formed as a part of or secured to the wall 25. The sleeve |20 is provided with a pair of flanges |30 forming a channel |3| therebetween in which a ring |32 is journailed. The ring |32 is secured by pins |33 to the leve;` whereby the sleeve |20 is actuated in accordance with the position of this lever. The sleeve is also provided with a head |40 which is slidable in the hub I6 and forms therein achamber I4|. The shaft 30 may be drilled to provide anoil duct |42 leading from the'engine and terminating in a port |43 communicating with the chamber 4| so that oil pressure from the engine acts on the head |40 to cause movement of the sleeve |20 into engaging position. A duct |42a may also be provided, terminating in a port |43a registering with an aperture |44 in the sleeve |20. The duct |42a may lead to the crank case to drain oil from the housing |4 and to prevent an air lock being formed in the upper part thereof.

The lever 'I5 carries a sleeve |45 (Fig. 4) which i`s also journalled about the pin 19 and carries a governor Weight |46 which is mounted so that rotation of the rotating housing I4 about the axis of the shaft 30 tends to move the lever 15 in a clockwise direction to thereby increase the pressure exerted by the spring 64 on the valve 6|.

For locking the rotating housing I4 against rotation for the purpose of reversing the drive, a brake band comprising a flexible member |50 is provided which is attached to a suitable anchor |5| secured to the stationary housing I0 and ex- 5 tends in a plurality of turns around a drum |52 formed on the hub I6 between anges |53, then through an aperture |54 in the stationary housing I0 and around a pulley |55 and is secured to the lever 90 so that the member |50 is tightened lo aboutthe drum |52 when the lever 90 is moved ,lin a clockwise direction to its extreme position.

The gears 33 and 35 are preferably formed in two parts, 33a, 33h and 35a, 35h respectively. The portions 33a and 35a are shown as gears of the herring bone type and are so arranged as to form a gear pump as above described. Due to the substantial illm of oil which must be handled by the gears of the gear pump, the gears 33a and 35a, taken by themselves, are subject to chattering. In order to avoid this the sections 33h and 35h are provided which are in the nature of spur gears and are so designed as to provide substantially less clearance than the clearance between the teeth of the gears 33a and 35a. It is to be understood, of course, that if the gears 33a and 35a are so arranged as to prevent chattering, the sections 33b and 35h may be omitted and the gears formed each as a single element. The gear pump may be of any standard type such as spur gears, herring bone gears or cooperating cams.

Operation.

In operation this device may be considered as applied to the propulsion of a vehicle powered by an internal combustion engine. In this event, the driving shaft is driven by the engine and the driven shaft 4| leads to the usual diierential mechanism by which the wheels are driven. In the position shown in Fig. 2 the lever 90 engages the first slot 91a of the segment 98. This is the reversing position. The lever 90 causes the band |52 to be tightened about the drum |50 thereby locking the housing |4 against rotation and causing a direct mechanical drive between the gears 33 and 35 so that the shaft 35 is operated in the opposite direction from ,the shaft 30 and at a ratlodependent upon the relative sizes of the gears 33 and 35. In the drawings this gear ratio is shown as l to 1. In this position of the lever 90 the collar 86 is moved to the left, as viewed in Fig. 2, thereby shifting the lever 'I5 to its extreme counter-clockwise position in which valves 53 and 6| are both held open, thereby permitting free circulation of fluid from the chamber 34h through the port '60 into the interior of the rotating housing I4, thence through the ports 52 and 50 into the chamber 34a and allowing free rotation of the gears 33 and 35. In this position the 6 transmission operates as a straight mechanical gear reversing transmission.

With the lever 93 engaging the second slot 91h of the segment 98, the mechanism is in neutral. In this position,.the band |50 has been loosened from the drum 52, thereby permitting free rotation of the rotating housing I4. The collar 86 has lbeen shifted to the righ-t a small distance and the lever 15 has been shifted in a clockwise direction a slight amount. The amount, however, is not suilcient to close the valves 53 or 6|. Hence, free circulation of fluid between the chambers 34a and 34h is still permitted and the housing I4 is permitted to rotate freely. In this position the planet gear rotates around the v leased and the lever 90 is left free for movement in response to the automatic mechanism to be described. When the lever 90 is thus released, the spring 63 closes the valve 6I and the spring 54 closes the valve 53, at the same time causing a corresponding movement of the lever 15 and, through the link 84, the lever 90. The spring 54 is a light spring suited to cause the valve 53 to operate as a check valve only so that this valve opens in response toa slight pressure differenti-al to admit fluid from the interior of the rotating housing I4 to the chamber 34a. VThe valve 6|, being closed by the pressure of the spring 63, permits fluid pressure to be built up in .the chamber 34h which is determined bythe loading of the spring '64. The gears 33 and 35 now act as a gear pump to feed fluid, such as oil, from the chamber 34a to the chamber 34D and to thereby build up a pressure in the chamber 34h until the pressure reaches a value such that the valve 6| is opened against the compression of the spring 63 to permit circulation of fluid to the interior of the housing I4. During this time the casing I4 is rotating due to the planetary actionv above referred to and the rotation of this casing causes the -governor |46 to produce a clockwise rotation of the lever 'I5 and thereby causes the sleeve 66 to engage the head 65 of the valve stem 64 to exert a loading on the spring 63 determined by the speed of rotation. If the engine is rotating slowly, a light loading is thus exerted on the spring 63 and a low pressure is built up in the chamber 34h. As the engine is speeded up, however, the governor |46 causes an increased fluid pressure to be built up within said chamber 34h. This uid pressure in the chamber 34h produces a force opposing the rotation of the gears 33 and 35 or, in other words, exerts a drag on said gears, the drag increasing as the speed of rotation of the housing is increased until it reaches a value equal to the power requirement for turning -the shaft 4I and starting the vehicle in motion. At the Sametime the oil pressure builtup in the engine due to the operation there'- of is supplied through the channels |42 and ports |43 to the chamber |4I and exerts a force against the head |40 which tends to move the sleeve |20 to the right and thereby assists the action of the governor |46. The governor |46 and the cylinder |4| may be so designed as to obtain the necessary power transmission characteristics. They are preferably so designed that the vehicle gradually picks up in speed and the transmission ratio is progressively varied through a continuous range until, at a predetermined engine speed, sucient pressure is built up in the chamber 34b to substantially lock the gears 33 and 35 against rotation. This is the condition corresponding to direct drive. After this occurs, further movement of the governor |46 will shift the lever I5 and the sleeve |20 to a position where the teeth |22 and |23 intermesh, thereby producing a direct mechanical drive between the shaft 30 and the shaft 4| and eliminating the gears 33 and 35 as power transmissionelements. Without this direct connection, the gears 33 and 35 would rotate only an amount sun'icient to compensate for the oil leakage, thus producing a slight drift between these gears and the rotating housing I4. This drift, however, would normally be of a minor value and the transmission with the sleeve |20 omitted, would constitute. in effect, a direct hydraulic drive.

In the direct drive position above referred to, the lever is in its extreme counter-'clockwise position and the latch 96 is in a position to engage the slot 9|d in the segment 98. The transmission may be locked in this position, if desired, by engaging the latch 96, in which event, direct mechanical drive is obtained through the sleeve |20 and the intermeshing gears |22 and |23 until the lever 90 is again released to permit the automatic hydraulic transmission to again come into operation. With the latch 96 engaging the elongated slot 91o in the segment 98, the lever 90 is free to move through the entire range of automatic transmission in response to movement of the governor |46, but is prevented from passing to the direct drive position in which the gears |22 and |23 are intermeshed.

The spring 99 opposes the action of the governor |46 and reduces the loading on the valve 6| when the accelerator or throttle is open, as when a quick pickup is desired. This permits the motor to speed up and attain maximum power conditions beforethe drag is applied by the fluid pressure. It also increases the driving ratio when thethrottle is fully opened as, for example, in driving up a grade where increased power is required and prevents the direct drive condition from being reached at as low a speed as when the throttle is opened to a lesser degree. YFree wheeling may be obtained by engaging the latch 96 in the slot 91h as above mentioned to prevent the direct mechanical connection between the gears |22 and |23 and leaving the mechanism under the control of the hydraulic pressure;

Under free Wheeling conditions, that is, when the engine is being driven by the rear wheels, the direction of drift of the gears 33 and 35 with respect to the rotating housing I4 is reversed, thereby causing pressure to be built up in the chamber 34a instead of in the chamber 34h. If

now the valve 53 is opened to relieve the pressure in the chamber 34a and provide for free circulation of fluid the gears 33 and 35 are free to rotate with respect to each other and free wheeling conditions exist. To accomplish this, the lever |06 is actuated to shift the lever |00 and thereby open the valve 53 and hold the same open as long as the lever 06 is actuated. The lost motion connection between the head 65 of the stem 64 and the sleeve 56 is such that in this position the valve 6| remains closed. Pressure is thus prevented from building up in the chamber 34a and the gears 33 and 35 are free to rotate without exerting a drag on the engine. However, when the engine is again speeded up to cause pressure to be built up in the chamber 34b, the valves 6| being closed, fluid pressure is built up in the chamber 34b as above mentioned so that the load is again picked up by the engine. When free wheeling conditions are not required,

f the lever |06 is restored to its original position so that the valve 53 is allowed to close and operl ate as a check valve to permit circulation of fluid only in one direction, that is, from the interior of the rotating housing I4 into the chamber 34a.

It will be seen that in the above described mechanism, a fully automatic transmission is obtained which is capable of operating in a forward direction through an inlinite variation in speed, may be adjusted for free Wheeling when desired and may be reversed by simple mechanical means. In al1 positions when valve 53 is closed the engine may be used as a brake.

Theembodiment shown in Fig. operates in the same manner as that above referred to. In this embodiment, however, the shafts and 38' are arranged parallel so that bevelled gears arel not required. The gears 33' and 35' of Fig. 5 corresponding to the gears 33 and 35 of Figs. 1 and 2 may accordingly be arranged as the usual unbevelled spur gears. In this embodiment the shaft 36 being parallel to the driven shaft 4| and to the driving shaft 3U' and offset therefrom, is connected by means of a link 200 and a pair of universal joints 20Ii for establishing a driving connection between the shaft 36 and the shaft 4|. The embodiment of Fig. 5 accordingly requires two universals as distinguished from the single universal of Figs. 1 to 4. Otherwise the operation is identical.

In the embodiment of Fig. 6 the port 60 of y Fig. 1 is connected to a housing 2I0 having a U-shaped passage 2| l terminating in a valve port 2|2 which is open to the interior of the housing Il and is provided with a seat 2M against which a valve 2l5 is adapted to seat for closing the 2I5 is provided with a stem 2H which extends :Y

through the housing 2I0 and is provided with a head 2|8 which corresponds to the head 'l2 of the valve stem 64 of Fig. l. The head 2|8 is engaged by the sleeve 66 which is connected to the lever 15. A spring 2I9 tends to hold the valve 2I5 open.

In this embodiment pressure is built up in the chamber 34h which is dependent upon the speed of operation of the gear pump. The gear pump in turn is dependent upon the relative speeds of the engine (gear 33a) and the vehicle (gear 34a). With the vehicle stationary as in starting, the engine drives the gear 33a and causes fluid to circulate through the passage 2|I and the valve port 2|2 building up a pressure determined by the valveV opening and the quantity of flow.

As the engine speed increases the fluid pressure increases to exert a drag on the vehicle as described in connection with the embodiment of Fig l. 'I'he characteristics are determined by the design of the tapered housing 2I6 and the spring loading which may be adapted to produce a pressure varying as any desired function of the pump speed. At a predetermined pressure the valve 2i5 closes. sponds to direct drive with the fluid pressure locking the gears 33 and 34 against relative movement. A safety relief valve (not shown) may be included if desired.

In this embodiment the governor |46 is not required as the speed control effect is automatically obtained by the action of the valve itself. The operation is otherwise identical with that of Fig. l. The lever 'I5 permits manual control when desired.

Although a specic embodiment of the invention has been set forth for purposes of illustration, it is to be understood that the invention is not to be restricted thereto, but is only to be limited in accordance with the scope of the following claims.

What is claimed is:

l. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing comprising a sun gear mounted on one of said The operation then correshafts, a planet gear mounted on the other of said shafts and a floating rotatable housing carrying said gears mounted for rotation independent of both of said shafts, said housing having a closed gear chamber, said gears being mounted in said chamber to form a gear pump, inlet and outlet ports in said chamber arranged for the circulation of fluid by said gear pump, a pressure control valve to control the uid pressure built up by said gear pump, a governor mechanism rotating with said housing and connected to control the operation of said valve so as to vary the fiuid pressure built up by said gear pump in accordance with the speed of rotation of said housing, said mechanism being so constructed and arranged that the speed of rotation of said housing, and thel consequent fluid pressure, varies as a function of the speeds both of the driving shaft and of the driven shaft so that an increase in speed of the driving shaft causes an increased torque to be applied to the driven shaft and an increase in speed of the driven shaft increases the fluid drag on said gear pump until the gears become locked, with the driven shaft, the driving shaft and the housing -rotating at the same speed, whereby the transmission ratio progressively decreases from a maximum through a continuous range to a condition of direct drive.

2. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing interconnecting said shafts having a housing provided with a closed gear chamber, a sun gear and a planet gear in said chamber arranged to constitute a gear pump, one of said shafts being connected to said sun gear, a pressure control valve to control the uid pressure built up by said gear pump, a governor rotating with said housing and connected to control the operation of said valve so as to vary the fluid pressure in accordance with the speed of rotation of said housing, a releasable direct mechanical clutch connection between the sun gear shaft and said housing, and connections actuated by said governor to engage said clutch at a predetermined that corresponding to direct drive conditions,

3. A transmission as set forth in claim 1, in which said sun gear and its shaft, and said' casing rotate about a common axis and said planet gear and its shaft rotate about a variable axis which intersects said first axis, a third shaft. and a universal connection at the point of said intersection connecting said third shaft with the planet gear shaft.

j 4. A transmission as set forth in claim 1, in which said sun gear and its shaft, and said casing rotate about a common axis and said planet gear and its shaft rotate about a variable axis which intersects said first axis, a third shaft, and a universal connection at the point of saidintersection connecting said third shaft with the planet gear shift, said third shaft also rotating about a variable axis which intersects said rst axis at said universal connection.

' 5. A transmission as set forth in claim 1 in which said driving shaft is connected to drive said sun gear and said planet gear is connected to drive said driven shaft.

6. In a transmission as set forth in claim l, a brake to prevent rotation of said housing for reversing said transmission, and mechanism actuated by said brake to hold said pressure control valve in open position so as to release said gears for free rotation.

7. In a transmission as set forth in claim 1. a

fluid inlet passage in said housing supplying fluid to said gear pump, a check valve in said inlet passage, a brake connected to lock said housing against rotation for reversing said transmission, and connections between said brake and said valves for holding both the inlet valve and the pressure control valve open when said brake is actuated, for thereby permitting free flow of fluid through said gear.

8. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing interconnecting `said shafts having a housing provided with a closed gear chamber, a sungear and a planet gear in said chamber arranged to constitute a gear pump, one of said shafts being connected to said sun gear, a pressure control valve to control the fluid pressure built up by said gear pump, a governor rotating Vwith said housing and connected to control the operation of said valve so as to vary the fluid pressure in accordance with the speed of rotation of said housing, said valve being spring biased to closed position and said governor being connected to increase the loading of said valve so that a higher pressure is built up at higher speeds and vice versa, and a spring actuated in accordance with throttle opening connected to oppose the action of said governor and arranged to retard the approach to direct drive conditions when the throttle opening is increased.

9. In a transmission mechanism, a planetary drive comprising a stationary frame, a gear casing mounted to rotate freely in said frame, a sun gear and a planet gear in said casing, a driving shaft for said sun gear and a driven shaft for said planet gear, said driven shaft extending at an angle to the axis of said planetary drive. a propeller shaft, a universal joint at the axis of said planetary drive connecting said propeller shaft to said driven shaft, and a flexible mountying for said propeller shaft to permit angular movement thereof with respect to said transmission.

10. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing interconnecting said shafts, said gearing comprising a sun gear and a planet gear connected to the respective shafts anda rotatable housing carrying said gears, said housing having a closed gear chamber, said gears being mounted in said chamber to form a gear pump, inlet and outlet ports in said chamber, a return passage in said housing arranged for the circulation of fluid therein by s aid gear pump, a pressure control valve in said outlet port to control the uid pressure built up by said gear pump, said valve being spring loaded to open position and closing in response to fluid pressure exerted by said gear pump to thereby allow said pressure to build up to the value requiredfor operating said tra-nsmission.

11. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing interconnecting said shafts having a housing provided With a closed gear chamber, a sun gear and a planet gear in said chamber arranged to constitute a gear pump, one of said shafts being connected to saidv sun gear, a pressure control valve to control the uid pressure built up by said gear pump, a governor rotating with said housing and connected to control the operation of said valve so as to vary the fluid pressure in accordance with the speed of rotation of said housing, a fluid inlet passage in said housing supplying fluid to said gear pump, a check-valve in said passage to normally prevent reverse flow of fluid and manual mechanism connected to hold said check valve in open position to permit reverse flow of fluid for free wheeling purposes.

12. A change speed transmission comprising a driving shaft, a driven shaft, planetary gearing interconnecting said shafts having a housing provided with a closed gear chamber, a sun gear and a planet gear in said chamber arranged to constitute a gear pump, one of said shafts beim', connected to said sun gear, a pressure control valve to control the fluid pressure built up by said gear pump, driving means for said driving shaft, an oil pressure cylinder carrying oil under a pressure built up by said driving means, and means actuated by said oil pressure to control the operation of said valve so as to cause an increased uid pressure to be built up by said gear pump at increased speeds and vice versa.

13. In a change speed mechanisxnas set forth in claim 12, spring means biasing said valve to closed position and a governor rotating with said housing and connected to increase the loading on said valve with increase in speed.

14. In a variable speed transmission as set forth in claim 2, selective manual means locking said clutch in. engaged position for direct mechanical drive or in disengaged position for fluid drive.

15. In a' variable speed transmission as lset forth in claim 2, selective manual means locking said clutch in engaged position for direct mechanical drive, in disengaged position for fluid drive, or holding said valve in open position for idling.

`16. In a variable speed transmission as set forth in claim 2, selective manual means locking said clutch in engaged position for direct mechanical drive, in disengaged position for uid drive, holding said valve in open position for idling or for locking said housing against rotation for reverse.

GEORGE SCHWARZVBACH. 

